Valve for car-carried mechanism of train-stopping apparatus.



G. E. LABIT.

VALVE FOR cAR CARRIED MECHANISM OF TRAIN STOPPING APPARATUS.

APPLICATION FILED NOV.26, 19l3- Patented July 13, 1915;

COLUMBIA PLANOGRAPH CQ.,WAHINGTON, Dv C- G. E. LABIT.

VALVE FOR CAR CARRIED MECHANISM OF TRAIN STOPPING APPARATUS.

APPUCATION FILED NOV- 26, I913- 1,16,080. Patented July 13,1915.

2 SHEETS-SHEET 2- COLUMBIA PLANOCRAP)! 60., WAsHma'raN mw.

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GI-RARD n. LABI'LOF eanvnsron, TEXAS.

Specification of Letters Patent.

Patented July 13, 1915.

Application filed'November 26, 1913. Serial No. 803,262.

To all whom it may concern Be it known that I, GIRABD E. LABIT, a citizen of the United States, residing at Galveston, in the county of Galveston and State of Texas, have invented new and use.- ful Improvements in Valves for Car-Carried Mechanism of Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in train stopping apparatus and has particular application to the car carried mechanism.

In carrying out the present invention, it is my purpose to improve and simplify the general construction of the car'carried mechanism of train stopping apparatus and to provide mechanism of the class described whereby the propelling power of the motor car will be cut oil when conditions warrant.

l/Vith the above and other objects-in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawings; Figure 1 is a fragmentary longitudinal sectional view through a trackway and motor car thereon showing an appropriate form of track instrument and my improved car carried stopping mechanism. Fig. 2 is a vertical sectional view on the line 22 of Fig. 1. Fig. 3 is a vertical sectional view through a detail of the invention. Fig. 4 is a horizontal sectional view through the motor for cutting off the propelling power of the car, and Fig. 5 is a vertical sectional view through one of the controlling valves.

My invention is particularly designed for use in conjunction with the block signal system now in general use, although I wish it to be understood that the invention in its application is not limited to use with any particular type of road signal system.

Referring now to the accompanying drawings in detail, A designates the track instruments, one of such instruments being located adjacent to the entrance to each block of the trackway, preferably adjacent to the tread side of one line of rails. v

The car carried mechanism comprises a motor formed, in the present instance, of a cylinder 63 in which is mounted for sliding movement a piston 64. Connected to the piston 64: and projecting outwardly of one end of the cylinder is a piston rod 65 mounted for sliding movement within a tubular guide 66 coaxial with 'the cylinder and formed with a longitudinal slot 67 in which works an ear 68 connected to the outer end of the piston rod 65 and depending there from. This motor is suspended fromthe roof of the cab of the engine above the cab end of the boiler and fulcrumed between its ends upon a bracket 69 on the boiler is a lever 7 0 having the upper end thereof pivoted to the car 68 and the lower end pivotally connected with the outer extremity of a horizontal rod 71 passed through the boiler shell and having the inner end thereof terminating in proximity to the steam pine and formed r bifurcated as at 72..

The engine throttle valve is indicated at 7 3 and comprises, in the present instance, a cylindrical casing 74 in open. communication with the steam pipe and having the bottom closed and the top formed with an inwardly projecting annular flange 75 formed to provide, a valve seat 76. Passed through the bottom of the casing 74 andarranged centrally of the seat 76 is a stem 77 having the lower end connected to one limb of a bell crank lever 78 fulcrumed upon a bracket 79 carried by the vertical portion of the steam pipe below the throttle valve, the other limb of the bell crank lever 78 being connected with the usual throttle rod 80. Loosely encircling the stem 77 above the seat 76 and adapted to engage the latter to shut off the flow of steam from the boiler to the engine cylinders by way of the steam pipe is a valve disk 81, while fixed to the stemabove the disk 81 is a collar 82 by means of which the valve disk is moved down wardly to engage the seat 7 6 when the stem 77 is moved downwardly under the action of the bell crank lever 78 and the throttle.

' ing a shoulder formed at the. junction of the stem with the pivotal connection between such stem and the bell crank lever 78, such springand sleeve acting in conjunction with the collar 82 to maintain the valve disk 81 normally against sliding movement along the stem 77. Encircling the upper end of the valve stem and the collar 82 is a ring 85 and connected to the ring 85 at diametrically opposite points and depending therefrom are links 86, 86 connected to bell crank levers 87, 87, each bell crank lever 87 comprising a short horizontal limb 88 pivoted as at 89 to the casing 745 and a relatively long vertical limb 90, the lower extremities of the vertical limbs 90 being connected with the free extremities of the limbs of the bifurcated end 72 of the rod 71. By means of this construction, it will be seen that when fluid is admitted to the cylinder 63 the piston 64; will slide therein and so transmit motion to the piston rod 65 whereby the lever will be swung about its pivotal connection with the bracket 69. In the swinging movement of the lever 70, the rod 71 is moved inwardly of the boiler whereby the bell crank levers 87, 87 are swung about their pivotal connec tions with the throttle valve casing 74 so that a downward pull is exerted upon the links 86 and the ring thereby sliding the valve disk 81 along the stem 77 against the action of the spring 81 and into engagement with the valve seat 7 6. Thus, the flow of steam from the boiler to the drive cylinders of the engine is cut oif. @n the other hand, when it is desired to manipulate the throttle valve manually the engineers throttle lever is swung about its fulcrum so that sliding motion is imparted to the throttle rod 80 and the latter through the medium of the bell crank lever 7 8 and the stem 77 moves the valve disk 81 to open or closed position according to the swinging movement of the throttle lever, the spring 84: and the sleeve 83 cooperating with the collar 82 to form, in eli ect, a fixed connection between the valve disk 81 and the stem 77. From this construction, it will be seen that the connection between the motor and the throttle valve is entirely independent of the connection be tween the manually operable lever and the valve so that the valve may be operated under usual conditions by the engineer without affecting the motor.

The brake pipe of the car or train is indicated at 91.

Disposed at opposite sides of the longitudinal center line of the engine and depending therefrom are valves 92, 92, each comprising a cylindrical casing 93 of any suitable construction andformed interiorly adjacent to the upper end thereof with avalve seat 9th and at a point below the valve seat with a web or spider 95. Arranged within. the casing 93 is a valve stem 96 ca pable of sliding movement within the solder 95 and provided at its upper end with a valve disk 97 designed to engage the seat 94. Pivotally connected to the lower end of the casing 93 at diametrically opposite points are the upper extremities of the limbs of a yoke 98 normally lying in a vertical plane 1,14e,oso

and having the interconnecting member thereof disposed in the path of movement of the stem 96 and engaging the lower end. of such stem to support the latter and hold the valve disk 97 against the seat 91-. Depending from the interconnecting member of the yoke 98 is a rod 99. Leading into the upper end of the casing 93 is a pipe 100 tapped into the brake pipe 91, while leading out of the casings 93 below the valve seats therein are branch pipes 101, 101 connected, in the present instance, by means of a '1'- coupling 102 with the lower end of a fluid conducting pipe 103 connected with one end of the cylinder 63 of the motor and located in the pipe 103 is a check valve 101 designed to prevent back flow from the cylinder to the brake pipe. Pivoted to each casing 93 is a horizontal lever 105 having the inner end thereof connected with the valve stem 96 and the outer end pivotally secured to the lower extremity of a vertical rod 108 provided with a foot plate 10? arranged within the cab within convenient reach of the foot of the engineer or motorman. Eurrounding each valve stem 96 is a coiled expansion spring 108- having one end abutting the spider 95 on the lower end in engage ment with the adjacent extremity of the lever 105.

In practice when a track instrument A is set or in active position and a train enters the danger zone against the danger signal, the lower end of the rod 99 at the respective side of the engine rides upon the inclined surface of the obstacle, thereby swinging the yoke 98 out of the path of movement of the valve stem 96 so that the valve disk 97 will be moved to open position under the action of the spring 108. Upon the opening of the 1 valve the air from the brake pipe flows into the respective end of the cylinder 03 and actuates the piston 64: therein to close the throttle valve as previously described. Should the engineer desire to regain control if the train or motor car, the respective foot plate 107 is depressed thereby swinging the lever 105 about its pivotal connection with the valve casing 93 whereby the valve disk is restored to closed position against the action of the spring 108, the yoke 98 dropping to normal position upon the upward movement of the stem 96.

In order that the pressure behind the piston 64 may be released succeeding the closing of the previously opened valve 953, a pipe 109 is connected to the end of the cylinder with the pipe 103 and located in the pipe 109 is a duplex valve 110 comprising,

in the present instance, a valve casing 111 L having a straight of way passage 112 communicating with the pipe 109 and a similar passage 113 arranged at right angles to the first-mentioned passage and to one side thereof. This casing is formed with a bore intersecting the passages 112 and 118 and rotatably mounted within the bore is a turn plug 114 provided with a port 115 adapted to open the passage 112 and with a port 116 designed to open the passage 113, one end of the plug being provided with an operatinghandle 117. Connected to one end of the passage 113 is an audible'signal as a whistle 118, while connected to the opposite end of such passage is a fluid conducting pipe 119 tapped into the main air reservoir of the air brake system or other source of fluid supply. In the normal condition of the valve 110, the plug 114 is in the position shown in Fig. 3 so that communication between the rear end of the cylinder and the atmosphere, by way of the pipe 109, is cut off and communication between the whistle 118 and the source of fluid supply cut off. On the other hand, when the valve plug is rotated through one-half a revolution, the port 115 opens the passage 112, while the port 116 opens the passage 113 thereby permitting the air to flow from the cylinder to the atmosphere by way of the pipe 109 and the fluid from the source of supply to pass through the whistle 118 and so sound the latter. As long as the valve 110 is in this position the whistle sounds thereby advising the engineer that the fluid end of the cylinder of the motor is in communication with the atmosphere so that such engineer may restore the valve 110 to normal position and so put the car carried stopping mechanism in condition for further operation. Upon the release of the pressure from the fluid side of the cylinder 63 the throttle valve moves to open position under the action of the spring 81-, while the piston within said cylinder is restored to normal.

An outwardly opening pressure operated valve 120 is connected to each valve casing 93 below the valve seat 94 at a point diametrically opposite the branch pipes 101 and opens under the pressure of the air from the train line air pipe or brake pipe immediately succeeding the piston within the cylinder 63 completing its movement to close the throttle valve, whereby the pressure in the brake pipe is reduced to cause an application of the brakes.

In order to maintain the throttle valve in closed position succeeding the movement of the piston within the cylinder 63 so as to prevent opening of the valve in the event of the air behind the piston within the cylinderv 63 escaping, I employ an automatic catch 121. In the present instance, this catch embodies a pair of horizontal spring arms 122, 122 spaced apart in parallelism and each having one end thereof fastened to a block 123 depending from the outer end of the guide tube 66, while the confronting faces of the spring arms adjacent to the free ends thereof are equipped with cooperating dogs 12 1 havingthe adjacent faces inclined to form an entrance mouth. By means of this construction, it will be seen that when the lug 68 moves outwardly under the action of the piston within the cylinder 63, such lug will rideinto the space between the arms 122, 122 by way of the entrancemouth formed by the adjacent faces of the dogs 12%1,the dogs springing back into place, succeeding the passing of the lug 68 into the arms, whereby accidental movement of the piston within the cylinder 63 tonormal position is prevented. Mounted upon a pin disposed between the arms 122 is an oblong button 125 adapted to be rotated by the engineer or motorman of the engine or car to swing the arms 122, 122 outwardly when it is desired to relieve the lug 68 of the influ ence of the dogs 12 1.

While I have herein shown and described one preferred form of my invention by way of illustration, 1 wish it to be understood that I do not limit or confine myself to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention.

I claim:

1. In train stopping apparatus, a throttle valve comprising a casing having a valve seat formed therein, a valve disk movable into and out of engagement with said seat, a stem passed through said seat centrally thereof and through said valve disk, a collar on the upper end of said stem, a spring encircling the stem and holding said disk normally in engagement with the collar whereby the disk will move with the stem, means for reciprocating said stem to move the disk into and out of engagement with the seat, and means for sliding said disk along said stem against the action of said spring to engage the disk with the seat inde-- pendently of said stem.

2. In train stopping apparatus, a throttle valve comprising a casing having a valve seat formed therein, a valve disk movable into and out of engagement with said seat, a stem passed through said seat centrally thereof and through said valve disk, a collar on the upper end of said stem, a spring encircling the stem and holding said disk normally in engagement with the collar whereby the disk willmove with the stem, means for reciprocating said stem to move the disk into and out of engagement with the seat, a ring encircling said stem and bearing upon the same face of said disk as said collar, and means for actuating said ring to slide said disk along said stem into engagement with said seat independently of the movement of said stem.

3. 1n train stopping apparatus, a throttle valve comprising a casing having a valve 4L m l-6,0 80

seat formed therein, a Valve disk movable engagement with the seat, and a motor for into and out of engagement with said seat, sliding said disk along said stem against a stem passed tlir'ough said seat centrally the action of said spring to engage the disk thereof and through said Valve disk, a 01- with the seat independently of said stem.

5 lar on the upper end of said stem, a Spring In testimony whereof I afiiX my signature 1b encircling the stem and holding said disk in presence of two Witnesses.

normally in engagement with the collar GIRARD E. LABIT. whereby the disk will move with the stem, Witnesses: manually operable means for reciprocating J. Z'nioLER,

10 said stem to move the disk into and out of F. O. PUGH.

Copies of this patent may be obtained for five cents each, by addressing the Commission Washington, D. G. 

